Mechanism for operating railway block-signals.



B. C. ROWELL, DECD. L. c. ROWELL. EXECUTRIX.

MECHANISM FOR OPERATING RAILWAY BLOCK SIGNALS. APPLICATION FILED JULY 14, 1910.

1 1 89, 1 77 Patented June 27, 1916.

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MECHANISM FOR OPERATING RAILWAY BLOCK SlGifiIALS.

APPLICATION FILED JULY 14. I910. I 1,189,177. Patented June 27, 1916.

16 SHEETS-SHEET 2.

THE COLUMBIA PLANOORAPH Cm. WASHINGTON, u. c.

B. C. ROWELL, DECD.

L. c. ROWELL, EXECUTRIX. MECHANISM FOR OPERATING RMLWAY BLOCK SIGNALS.

APPLICATION FILED JULY 14, 19H). 1,189,177. Patented June 27, 1916.

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l6 SHEETS-SHEET 3- B. c. HOWELL, DECD.

L. C. HOWELL, EXECUTRIX.

MECHANISM FOR OPERATING RAILWAY BLOCK SIGNALS. APPLICATION FILED JULY I4. 1910.

1 ,189, 1 7'7 Patented June 27, 1916.

I6 SHEETS-SHEET 4- 5 J6 ff 6 64 Many-5 APPLICATION FILED JULY 14. 1910. Patent J 27,1916.

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B. C. HOWELL, DECD L. c. ROWELL. EXECUTRI'X. I MECHANISM FOR OPERATING RAILWAY BLOCK SIGNALS.

APPLICATION FILED JULY 14 1910. 1,189,1 77. Patented June 27, 1916.

6 SHEETS-SHEET 6- 'n-nz COLUMBIA PLANOORAPH c0., WASH \u I B. c. ROWELL, DECD. A L. C. ROWELL, EXECUTRIX. MECHANISM FOR OPERATING RAILWAY BLOCK SIGNALS. APPLICATION FILED. JULY MI 1910.

Patented June 27,1916.

' 16 SHEETS-SHEET 7.

THE CDLUMIHA PLANOGRAPH c0.. WASHINGTDN, D- C.

B. C. ROWELL, DECD. L. c. ROWELLVEXECUTRIX.

MECHANISM FOR OPERAHNG RAILWAY BLOCKSIGNALS. APPLICATION FILED JULY 14,1910.

1,1 89,1 77. Patented Jun 27, 1916.

I6 SHEETS-SHEET 8.

W292 256 9J Inventor.

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B. C. ROWELL, DECD.

L. C. ROWELL, EXECUTRYIX. MECHANISM FOR OPERATING RAILWAY BLOCK SIGNALS.

APPLICATION FILED JULY 14 I910. 1,1 89, 1 77.

Patented J um 27, 1916.

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B. C. HOWELL, DEC'D. L. C. HOWELL, EXECUTRIX. MECHANISM FOR OPERATING RAILWAY BLOCK SIGNALS. APPLICATION FILED JULY I4. I919.

1,189,177. Patented June 27,1916.

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B. C. ROWELL, DECD. L. C. HOWELL. EXECUTRIX. MECHANISM FOR OPERATING RAILWAY BLOCK SIGNALS.

APPLICATION FILED JULY 14, I9I0. 1,189,177. I

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Patented June 27, 1916.

I6 SHEETS-SHEET 12- B. C. ROWELL, DECD. L c ROWELL EXECUTRIX MFCHANISM FOR OPERATING RAIL WAY BLOCK SIGNALS. APPLICATION FILED .IL ILY I4, 1910.

Patented June 27, 1916.

16 SHEET S-SHEET 13.

B. C. HOWELL, DECD. L. c. ROWELL, EXECUTRIX.

MECHANISM FOR OPERATING RAILWAY BLOCK SIGNALS. APPLICATION FILED JULY 14.1910.

1 ,189,1 '77 Patented June 27, 1916.

I6 SHEETS-SHEET I4.

Wdfiaeaaea ITZVMT. 237 17mm Cizowall ms COLUMBIA PLANOURAPH cm, WASHINGTON. D. c.

B. C. ROWELL, DECD.

L. c. ROWELL, EXECUTRIX. MECHANISM FOR OPERATING RAILWAY BLOCK S|GNALS.

APPLICATION FILEDYJULY l4, |9I0.- 1

Patented June 27, 1916.

16 SHEETS-SHEET 15.

E /ZZ Wzkf'nases Iwmzzr" THE COLUMBIA PLANOGRAPH co., WASHINGTON, D. c.

B. C. ROWELL DECD. L. c. ROWELL, EXECUTRIX.

MECHANISM FOR OPERATING RAILWAY BLOCK SIGNALS. APPLICATION FILED JULY I4. 1910.

1 v1 1 77 Patnted J 11 ne 27, 1916,

Jay 36.

5 a 5 z! 0 0 J Wzfbwasaf: hummnu; ceLuMBm FLANOGRAPH 410., WASHINGTON, D. C.

I IN I 'TITED STATES OFFICE.

BENTON C. ROWELL, OF CHICAGO, ILLINOIS; LILLA. C. ROWELL EXECUTRIX OF BENTON C. ROWELL, DECEASED.

Specification of Letters Patent.

Patented June 2'7, 1916.

Application filed Ju1y 14, 1910. Serial No. 571,889.

entering the same block while it remainsthereon.

The invention has been devised especially for use on a single track railway over which the trains move in both directions, and upon those tracks embraced in double track systems upon which the direction of the trains is reversed at times and its construction and operation are fully set forth in the description given below, and will be fully understood when considered in connection with the accompanying drawing, in which- Figure 1 is a plan of a section of railroad track equipped with my present in vention, Fig. 2 is a plan view of the power storage machine of the mechanism and the adjacent parts; Fig. 3 is a side elevation of the same. Fig. 4 is a side elevation showing the side opposite to that shown in Fig. 3. Fig. 5 is an end elevation. Fig. 6 is an elevation of the end opposite to that given in Fig. 5. Fig. 7 is a horizontal section, the power storage cylinder being omitted. Figs. 8 and 9 each show portions of a partial transverse vertical section on line 88 of Fig. 3. Figs. 10, 11, 12, 13, and 14 are sections on the lines 10-10, 1111, 1212, 1313, and 14-14 respectively of Fig. 7. Fig. 15 is a section on the line 1515 of Fig. 13. Fig. 16 is a section on the line 1616 of Fig. 8, Fig. 17 is a section on the line 1717 of Fig. 2. Fig. 18 is a section on the line 1818 of Fig. 13. Figs. 19 and 20 are sections on the lines 1919 and 202O respectively of Fig. 3. Fig. 21 is a section on the line 2121 of Fig. 17. Figs. 22 and 23 are sections on the lines 2222 and 2323 respectively of Fig. 2. Figs. 24 and 25 are sections on the lines 2424 and 2525 respectively of Fig. 23. Figs. 26 and 27 are detail plans of the selecting power from the power of the rack.

mechanism. Fig. 28 is an end view of the electric devices controlling the release of storing cylinder. Fig. 29 is a side elevation of the same. Fig. 30 is a detail of the prevention plate used in said electric devices. Fig. 31 is a detail of the devices for locking the armature of said electric devices. Fig. 32 isan end view of the magnets for controlling the selector. Fig. 33 is a side view of the same, Fig. 34 being a section on the line 3434 of Fig. 32. Fig. 35 shows the electric wiring connecting the magnets to the track.

Fig. 36 is a detail of one of the reversing relays. Fig. 37 is a sectional view of the gear 81 and adjacent parts. Fig. 38 is a view similar to Fig. 36 showing the arrangement of the relay 250 when the points 3, 3 are in closed condition; Fig. 39 is an enlarged diagrammatic view of the wiring on the slide 290 and attendant parts The central feature of my improved signal setting mechanism is the spring power storing cylinder 10 mounted upon the shaft 41 supported in bearings 42 and 43 at its ends. Inside of the cylinder are a series of flat metal springs 44 coiled about the shaft, and having their opposite ends secured to the shaft and to the cylinder as shown in Fig. 21, so that they may be tightened by rotating thecylinder. This is done by the passing trains whether moving tothe right or to the left through the medium of a lever 45 pivoted at 46 and having one end extended close up under the tread of the track rail 47, and provided with a bearing block 48 the upper surface of which is slightly above that of the tread of the rail so that each wheel of any train moving ox'er said rail depresses the'end of lever 45, carrying said block 48 downward and raising the farther end of the lever correspondingly. (See Figs. 8 and 9). Themotion at the farther end is much greater than that 'at the track, and to this farther end is attached a vertical rack 49 having a guide 50 the converging points 51 of which are entered in grooves formed upon opposite sides The guide is supported stationarily by the longitudinal frame channel beam The rack meshes with a gear 54 mounted upon the hub of the cylinder, and when the rack is actuated by the lever 45, it gives motion to the cylinder, through the pawls and ratchet hereinafter described, in

the proper direction to Wind up the springs 44. The gear is free to turn back, to allow the rack and lever to return to normal position after each impulse received as stated from the passing train. The construction by which the gear 54: is thus made to wind up the springs and to turn back idly without turning the shaft 41 is best shown at Figs. 17 and 19. At the side of the gear is a ring 55 moving with the gear, and surrounding a circular ratchet 56 fast upon the hub of the cylinder 40, and in the ring are located a series, preferably four in number, of pawls 57 each adapted to engage with the ratchet, and each provided with a depressing spring plunger 58. These pawls are adapted to carry the ratchet with them when the ring is moved by power received by the rack from the train and thereby to rotate the cylinder and wind up the power springs, and the pawls ride idly over the ratchet when the latter turns back after each operation to allow the rack and lever to resume their normal positions. I also place under the lower part of the ratchet, a series of check pawls 59 mounted upon a stationary cross brace 60 supported by the longitudinal beams 53 and 61. These check pawls are located at one side of the plane of the actuating pawls, 57, so that they do not interfere therewith, and the ratchet is provided with a wide face to permit this location. The pawls 59 are intended to prevent any backward motion of the ratchet 56 and the cylinder 40. The power thus stored in the springs 44: is expended in o erating the danger and clear signals of t e block as hereinafter set forth. The cylinder 40 is adapted to receive a plurality of power springs, and I adapt it to hold a large number of them so that without changing the construction of the cylinder, it can be used both where a full number is required and where a less number will furnish the amount of power needed.

The signal boards 6'2 and 63 one for each direction are operated by power from said springs 44. The members referenced 300 and 301' designate what are variously termed track instruments, train stops or safety stops and are also operated by springs 44 and they are always in opposing positions, one being at danger whenever the other is at clear. They frequently change position so that the clear instrument will be at danger and the danger instrument will be at clear, but such changes are simultaneous and in no case do they lose their position relative to each other, but are always opposed.

A very considerable amount of power is accumulated and constantly retained in the springs 44, and for the proper control of this power so that limitedamounts of it can be used from time to time as required for the positioning of the signal boards, and track instruments I employ controlling mechanism embodying magnets, and the mechanism is also adapted to reduce the shock of the motor so that a slight amount of power only in comparison with the amount stored in the springs d4: will be re ceived at the magnets. This mechanism by which the power of the springs is controlled is desirably constructed as follows: Upon the shaft 4H, already mentioned I mount two large disks, 64: and 65 which I call locking disks, and these are each provided upon their peripheries at diametrically opposite points with abrupt shoulders or stops 66, 66. In proximity to the peripheries of the disks are two sliding lock bolts 67, 67 one adapted to engage the shoulders upon one of the disks and the other to engage those upon the other disk. The disks are rigid upon the shaft 41 and are relatively keyed thereto so that the shoulders upon one are located midway circumferentially of those upon the other, thereby adapting them to arrest the shaft at each quarter turn. The

bolts are located at the same level in a housing 68, and they act alternately in arresting the disks at the end of one fourth of a revolution each time they release the disks and allow the power springs to operate. The bolts are pierced as seen at Fig. 20, and a double eccentric 69 upon a shaft 70 passing through them slides them into operative position relative to the disks in alternate order, and also retracts them alternately so that only one of the bolts acts at a time.

The shaft 70 is operated as follows: On it is a gear 71 loosely mounted, Fig. 5, and a coiled spring 72 is joined at one end to the shaft and at the other end to the gear as shown at Fig. 22, and this gear meshes with another gear 73 twice its size, on shaft 41. The gear 73 moves with shaft 41 a quarter turn at each operation, and consequently shaft 70 is given a half turn at each operation. These movements of gear 71 tighten the spring 72, which possesses sufficient power when tightened torotate shaft 70 and thereby to withdraw the bolts from under the shoulders of the locking disks, when the shaft 70 is released as now to be stated. Shaft 70 is controlled by a disk 7 having diametrically opposite stops 75 on its periphery and these stops are arranged in different planes so that they are adapted to be engaged alternately by the swinging arms 76, 76, pivoted at 77, and each having extensions 78, 78 having forked ends straddling eccentrics 79, 79, on shaft 80. The rotation of shaft 80 is adapted to cause the swinging of arms 76 and to withdraw the one which at the time is under one of the stops 75, thus permitting shaft 70 to turn under the power of spring '72 through ,a

half revolution, or until the other arm 76 engages the other stop 75.

The shaft 80 carries a gear 81 loosely mounted thereon, meshing with the gear 73 already mentioned on the main shaft. In the gear 81, see Fig. 37, is a spring similar to spring 72 coiled about the shaft with one end made fast thereto and the other end made fast to the gear, and this spring is adapted to turn the shaft whenever the controlling disk 83 rigidly mounted on the shaft is released as now to be described. The disk carries two sets of stops, those marked 84 being on the periphery, see Fig. 3 and those marked 85 on the side face, see Fig. 5 the latter stops being at different distances from the axis. The stops 84 encounter a sliding plate 86, and arrest the disk and deprive it of its momentum just previous to the contact by the stops 85 with the armature 87 of the magnet 88 which is energized by the approaching train in a manner hereinafter described, to set the signal to clear. The plate is moved immediately from its position after arresting the disk to one which presents the depression 89, see Fig. 7 to the stop 84, allowing the stop to move past the plate so that the disk can turn the short distance necessary to bring one of the stops 85 into engagement with the armature 87. The extent of this last movement of the disk is so very limited that it gains only slight momentum in the latter, and consequently the ensuing engagement with the armature is of a nature which gives no shock whatever to the armature or magnet, and has no tendency to disturb the electrical connections. The deenergizing of magnet 88 caused by the train as it passes the signal, results in the spring which acts on the armature 87 and the foot 227 acting as a weight moving the armature out from its engagement with the stop 85 I and leaves the disk 83 free to move through .84 rests against the plate 86 and arrests the disk long enough to deprive it of its momentum. The plate 86 now again moves out of the way of stop 84 and allows the parts to turn and bring the other stop 85 into engagement with the armature thus completing a half revolution of the disk 83. This last movement of shaft 80 releases the train of mechanism described and allows the main motor to operate the signals to the danger position which it does through mechanism to be described later on. This engagement between the stop and the armature continues until another train approaches and the magnet 88 is again energized when the operation described is repeated. The means whereby the plate 86 is reciprocated will be set forth in a later part of this description.

For the purpose of preventing any eX-' cessive winding of the motor cylinder I have adopted the means following: The gear 73 above mentioned in addition to the duties already described as devolving upon it, meshes with and drives a gear 90, see Figs. 2 and 4, upon a short shaft 91 arranged parallel with shaft 41 and supported at one end by a bearing 92. A portion of the length of shaft 91 is screw threaded, and such threaded portion is entered in and engages the enlarged and interiorly threaded portion 93 of the sleeve 94, having a bearing 95. The sleeve is feathered to gear 96 so that it turns said gear, and gear 96 is in mesh with gear 97 fast upon the hub of the motor cylinder. It results from this construction that when the motor cylinder is actuated by a passing train, it

acts through the gears 96 and 97 to turn sleeve 94, and as the sleeve turns, it will, by its threaded engagement, be drawn over and on to shaft 91. The sleeve is providedv with a collar 98, and when the sleeve is slid as just stated, the collar encounters a swinging latch 99, pivoted at 100 and compresses the spring 101 on the rod 102 without moving the rod, which passes freely through an opening in the lower end of the latch. In

this manner power is stored in spring 101 which when the rod is released, will move the rod 102 longitudinally and through its connection to the arm 103 on pivot 104 rigidly joined to the pawl 105, cause said pawl to quickly engage the rack teeth 106 on the side face of the winding up rack 49 and thereby hold up the rack and retain it in its raisedposition. In so doing the rack holds the outer end of lever 45 up and consequently the end carrying the tread 48 is held down so that the car wheels will pass idly over said tread without imparting any actuations to the lever. The engagement by the pawl 105 with rack 106 should be quick and for the full depth of the rack teeth in order to avoid injury to the teeth, and to insure this I provide a dog 107 stationarily located at 108 and adapted to engage a shoulder 109 on the underside of rod 102 and hold the rod against the power of spring 101 until 1 the dog is drawn out of action. This is done by the wire 110 attached at one end to the bottom of latch 99, and having its other end passed through the depending leg of dog 107 and bent at right angles in front of said leg as seen at Fig. 4. When the sleeve moves shaft 41 of the motor in operating the signals, results in the actuation of shaft 91 and this movement is in such direction as causes the sleeve to travel back and off from shaft 91. The engagement between pawl 105 and the teeth 100 of rack 49, lasts during such time as the motor cylinder remains wound up to its full capacity, but ends whenever the shaft 91 is unwound suificiently to bring about contact by the collar 98 with an arm. 111 on the latch 99 and actuate the latter in the reverse direction from that received while the motor was being wound up. In this reverse movement the latch encounters the pin 112 inserted in rod 102 and carries the rod back to its starting position so that the pawl 105 is freed from the rack teeth 106 and the rack is left free to resume the winding up of the motor. At the same time the dog 107 is returned to its position in engagement with shoulder 109 by any suitable means such as a spring 107*. The rack carrying the teeth 100 falls to its normal position by gravity, and this causes the lever 45 to resume its normal position and elevate the tread 48 so it will be operated by the next passing train.

The mechanism as so far described is adapted to be used with either single track railways on which the trains move both ways, or with double track railways on which all the trains upon the same track move in the same direction. To adapt the apparatus to use upon the single track railway it is necessary to combine with the power mechanism for operating the signals suitable selecting means, so that each train may control the setting of signals and cause them to be set in accordance with the directions in which the train is traveling, and the selecting means must do this whether the train is moving from east to west for instance, or from west to east. For this purpose, 1 provide two magnets 120 and 121, see Figs. 32 and 33 having a single armature 122 between them and serving both. Both magnets are connected by wires to the track, and when the first train approaches from the east, for instance, the magnet 120 is energized, and when the first train approaches from the other direction the mag net 121 is energized. Each magnet draws the armature toward itself, so that the latter reverses if at the time any train passes it does not happen to be in contact with the magnet properly energized by that train and by so doing causes the operation of the signals in accordance with the direction of the train and the reversal of the track instruments if they do not at the time occupy the proper positions, as will be understood from what follows. The armature is pivoted at 123, and swings from one magnet to the other and has two positions only, and is always in contact with one or the other magnet. It has upon one side a projecting" finger or lug 124 and through this finger it acts as a stop to the wheel 125 upon a shaft 120, Fig. 8, the wheel having two peripheral projections 127 upon opposite sides adapted to engage the finger 124 of the armature. The shaft 126 is operated by a spring motor, now to be described.

Upon the farther end of the main shaft 41 is a sprocket wheel 130, and sprocket chain 131 carries power from wheel 130 to another sprocket 132 on ashaft 133 aranged parallel to the main shaft. Parallel to and at the side of shaft 133 is a traveling sleeve 134, carrying a gear 135 meshing with a gear 136 mounted on a sleeve 144, see Fig. 13 and having a clutch connection to shaft 133 as described later on. The sleeve 134 is threaded interiorly and such thread engages the threaded end of a short shaft 137 arranged .in alinement with the sleeve, and supported in suitable bearings, and shaft 137 carries a gear 138 meshing with gear 139 on a shaft 140, see Fig. 7 at the side of and parallel with shaft 137. Shaft 140 also carries a gear 141 meshing with gear 142 on shaft 120. Gear 138 also meshes with a gear 143 on shaft 133.

The sleeve 134 moves longitudinally when rotated by reason of its screw connection with shaft 137, and by these movements it controls the clutch between shaft 133 and the gear 130. The details of the construction by which these results are obtained are best shown at Figs. 6, 7, 12, 13 and 14, and are as follows: On the outer end of the sleeve 134 is a disk 145, the periphery of which extends into the open space between the limbs of a fork 146 formed on the end of a lever 147 pivoted so as to swing horizontally on a standard 148. An arm 149 extends laterally from the stem of a yoke 150 and hasa bearing for a rod 153. Between the arms of the yoke 150 is hung a ring 151 encircling the sleeve 144 of gear 136 and which has its interior surface beveled, as seen in Fig. 13, to slide onto correspondingly beveled ends of pivoted dogs 101., as hereinafter described. The yoke 150 is pivoted at its lower end at 152, so that it may oscillate and move the ring 151. The rod 153 is rigidly secured to an upstanding member 147 the latter being swivelly mounted on the lever 147 said member 147 extending at right angles to the plane of the lever 147, as shown more clearly in Fig. 13. The rod 153 is slidably mounted in stationary brackets 154 and mounted on said rod 153 is a coil spring 156, the latter being held under compression by means of the arm 149 on the yoke 150 and a nut 156 mounted on the rod 153. Also mounted on the rod 153 and on the opposite side of the arm 149 to that on which the spring 156 is located, is a second nut 155, the function of which is hereinafter described. 

